Means for facilitating the passage of cars through curved railway-lines.



L. PINTNER.

MEANS FOR FACILITATING THE PASSAGE 0F CARS THROUGH GURVED RAILWAY LINES.

APPLICATION FILED AUG. 21, I912.

Patented June 10, 1913.

4 BHEIITB-SHEBT 1.

coLuMmA PLANDORAPH C0.. wAsmNn'roN. 11c

L. PINTNER.

MEANS FOR FACILITATING THE PASSAGE 0F CARS THROUGH cunvnn RAILWAY LINES.

AYPLIOATION FILED AUG. 21, 1912. 1,064,161 Patented June 10, 1913.

4 BHEBT8SEEBT 2.

cummmA pLANuuulu-n uu wnsumurom I) u L. PINTNER.

MEANS FOR FAOILITATING THE PASSAGE 0F (JARS THROUGH GURVED RAILWAYLINES.

APPLICATION TILED AUG.21, 1912.

1,064,167, Patented Jime 10,1913.

4 SHEETS-BHEET 3.

L. PINTNER.

MEANS FOR FACILITATING THE PASSAGE 0F CARS THROUGH GURVBD RAILWAY LINES.

APPLICATION FILED AUG. 21, 1912. 1,0 4, 1 7, Patented June 10, 1913.

4 SHEETSSHBET 4.

INVENTOA TT TT STATFS PATENT FFTQE.

LUDVIK IINTNER, 0F PRAGUE, AUSTRIA-HUNGARY.

MEANS FOR FACILITATING THE PASSAGE OF CARS THROUGH CURVED RAILWAY-LINES.

incense.

Specification of Letters Patent.

Application filed August 21, 1912.

Patented J une 10,1913.

Serial No. 716,284.

T 0 all whom it may concern:

Be it known that I, LUDVIK Pm'rxnu, subject of the Austro-I-lungarianEmperor, residing at Prague, in the Kingdom of Bohemia, Austro-llungarian Empire, have invented certain new and useful Improvements inMeans for Facilitating the Passage of Cars Through Curved Railway-Lines,of which the following is a specification.

The object of this invention is to facilitate the negotiation of trackcurves by railway vehicles by automatic adjustment of the wheel axles.

The device of my invention is particularly advantageous in cases wherethe axles of the car are mounted on the car body and wherein trucks arenot employed.

In accordance with my invention, the axial end thrust of the axles, withrespect to the car body, is utilized for the Purpose of actuating linkmechanism to advance the radially outer end of the foremost axle,entering the curve. and to shift the radially innermost end of the axlerearwardly.

The device of my invention is illustrated in the accompanying drawings,in various embodiments, which will. be more fully described inconnection with the drawings and which will be more particularly pointedout in and by the appended claims.

In the drawings: Figure 1 is a view in side elevation showing oneembodiment of my invention. Fig. 2 is a plan view thereof. Fig. 3 is aplan view of the preferred form shown in Figs. 1 and 9, and illustratingthe operation when the front axle enters a curve. Fig. 4: is a plan Viewof a further embodiment of my invention. Fig. 5 is a plan view ofanother modification. Fig. 6 is a plan view of a still furthermodification. Fig. 7 is a plan view of a further modification. Fig. 8 isa plan view of a further modification. Fig. 9 is a plan view of afurther modification. Fig. 10 is a plan View of a further modification.Fig. 11 is a plan view of a further modification. Fig. 12 is a plan viewof a further modification. Fig. 13 is a plan view of a furthermodification. Fig. 141 is a plan view of a further modification. Fig. 15is a plan view of a further modification. Fig. 16 is a detailedelevation of the forms shown in Figs. 1, E2 and 3. Fig. 17 is a detailedview taken in plan of that portion of the appa atus shown in Fig. 16 asit is beginning to enter a curve. Fig. 18 is a detailed sectional viewtaken on the line of Fig. 17.

Like characters of reference designate similar parts throughout thedifferent figures of the drawings.

in the preferred construction, shown in Figs. 1, 2 and 3, 1 and 2designate the front and rear axles, although either may be the frontaxle in accordance with the direction in which the vehicle is running,and the axles are provided with wheels rigidly attached thereto andadapted to travel on rails. which are indicated by single lines. Inaccordance with my invention, trucks are not employed and the axles aremounted in pedestals 7) depending from the car body or frame, suitablesuspension springs 0, being mounted upon the bearing boxes 3 and t forsuspending the car body. In the preferred construction, an axle operatedlever is pivotally connected at 14. to the car body or frame. Theselevers, which are indicated at 141:, are disposed outwardly with respectto the axles 1 and 2 as regards the ends of the car body. Tn Fig. theinner ends of the levers 1 1 are pivotally connected at 1:) with themotor casings 16. In Fig. 3 the levers 14 are pivotally connected at 15to axle frame 15. In either case. any axial thrust or endwise movementof the axles with respect to the car body, will serve to move orshiftthe lovers 14; on their pivots 14. The outer ends of the lovers141: are pivoted at 13 to link bars which latter are pivoted at 11 and12 to the ends of angles or hell crank lovers 9 and 10. Said levers 9and 10 are mounted on vertical pivots 9 and 10 on the frame or car bodyand the outer free ends of the levers 9 and 10 are pivotally connectedat 7 and 8, to links 7' and 8. The links 7 and 8 are pivotally connected at 5 and 6 to bearing boxes 3 and 4 of the axles 1 and 2.

11011 the vehicle enters a. track curve, shown in Fig. 3. thecentrifugal thrust of the vehicle. resulting from the tendency of thecar body to continue in a straight line and the counter action of thecurved rails causing the front axle to move longitudinally in adirection transverse to the car body, results in a relative movement ofthe axle 1 with respect to the car body. This endwise movement of theaxle 1 turns the lever 14 on its pivot 14, which latter is carried bythe car body, and this movement of the lever 14 shifts the linkmechanism comprising the connected angle levers and the links 7 and 8.lVheel a, which is the front and radially outermost wheel, as regardsthe track curve, will be advanced by movement of the lever 14 in thedirection of the arrow shown in Fig. 3. The bell crank lever 10 will bemoved in the direction indicated by its arrow and the bell crank lever 9will be moved in the direction indicated by its arrow so that theradially outermost wheel a will be advanced and the radially innermostwheel 6 will be retracted. As regards the rear axle, the rear bell cranklever 10 will be moved in the direction of its arrow thereby shiftingthe radially outermost rear wheel 0, rearwardly, and the rearmost bellcrank lever 9 will be moved in the direction of its arrow therebyshifting the radially innermost rear wheel cl, forwardly. When thevehicle reaches a straight stretch of track the foregoing operationswill be reversed, and the axles will assume their normal transversepositions with respect to the longitudinal axis of the vehicle.

In Fig. 4, the pivot 14 is carried by the car body and the pivot 15 isrigidly carried by the axle l. The pivotal connection 13 with the bellcrank levers, at 11 and 12, and the pivotal mountings 9 and 10 of thebell crank levers and the connections 5, 7 and 8, with the bearing boxes3 and 4, act in the manner set forth in connection with the preferredconstruction in Figs. 1, 2 and 3.

In Fig. 5, the bell crank levers are superseded by pivotally connectingthe lever 14 at 18 with a single three armed lever 17, which latter ispivotally mounted at 17 on the car body. The lever 14 is pivotallymounted at 14 on the car body and is connected at 15 with the axle 2.The ends 7 and 8 of the lever 17 are connected with the axle 2 at 5 and6, inside of the wheels. The dotted lines indicate how the connectioncan be effected to the bearing boxes 3 and 4, in a manner similar to theconstruction shown in Fig. 3.

Fig. 6 illustrates a form in which a lever 17 pivoted to the car body at17, is slidably and pivotally connected at 18, to the lever 14, thelatter being pivotally mounted at 15 on the axle 1. A slidable pivotalmounting 14 connects the free end of the lever 17 with the car body. Theconnections at 3, 4, 5, 6, 7 and 8 are similar to the connections shownin Fig. 3.

In the modification shown in Fig. 7 a lever 17 pivoted at 17 to the carbody has one end connected at 7 to alink which connects with the axle 2at 5', and the other end has a slot and pivot connection 6 with the axle2. An extension 18 has a slidable pivotal connection with the axle 2.

In the form shown in Fig. 8 the boxes 3 and 4 are pivotally connected at5 and 6 with links which latter are connected at 7 and 8 with leverspivoted at 9 and 10. The levers pivoted at 9 and 10 are connected at 11and 12 by links which are pivoted at 19 and 20 on a three armed leverpivoted at 17. The pivots 9, 10 and 17 are carried by the car body. Thethree armed lever is provided with an extension 18 which has a slidablepivotal connection with one end of a lever 14, pivoted at 14 to the carbody. The free end of the lever 14 has a sliding pivotal connection at15 with the axle 1.

In the form shown in Fig. 9, a three armed lever is pivoted at 17 to thecar body and has an extension 18 having a sliding pivotal connection at15 with the axle 2. The three armed lever is pivotally connected at 19and 20 by links which latter are pivoted at 11 and 12 to car body leverswhich are pivoted at 9 and 10. The car body levers are connected at 7and 8 by links which latter are connected at 5 and 6 with the boxes 3and 4.

In Fig. 10, the three armed lever pivoted to the car body at 17 isprovided with an ex tension 18 having a slidable pivotal connection 15with the axle 1. The free ends of the three armed lever are connected at19 and 20 with links which latter are con nected at 11 and 12 with carbody levers pivoted at 9 and 10. The free ends of the car body leversare connected at 7 and 8 by links which latter are connected at 5 and 6with boxes 3 and 4.

In the form shown in Fig. 11, the motor casing 16, mounted on the axle2, is provided with an extension 21 which has a slidable pivotalconnection at 13 with links connected at 11 and 12 with bell cranklevers, which are pivoted to the body at 9 and 10. The free ends of thebell crank levers are connected at 7 and 8 by links which latter areconnected at 5 and 6 with the boxes 3 and 4.

In Fig. 12, a motor casing 16, mounted on the axle 1, is provided withan extension 21 having a pin on the outer end thereof. A lever pivotedon the car body at 10 is provided with a slotted portion 22 engaging thepin of extension 21, and the free end of the lever is connected at 8 and6 by a link with box 4 of the axle 1. This form of the inventionillustrates the operation of the same where only one end of the axle isshifted, the other end taking up its corre sponding position by reasonof the positive shitting movement of the remaining end of the axle.

In Fig. 13 a lever pivoted to the car body at 17 is connected by linkswith the boxes 3 and 1, which links are pivoted at 5, 7, 6, 8respectively. The lever has a slot 23 which has a sliding pivotalconnection with the lever 24L pivoted at 15 on the axle 2. The lever 2-1has a sliding pivotal connection at 25 with the car body.

In Fig. 1 1 a reach 26 is pivotally mounted at 27 and 28 on the axles 1and 2 and at each end of the reach 26 are pivotally mounted levers 29.The outer ends of the levers have a pin and slot connection 30 with thecar body. The inner ends of the levers have a pin and slot connection at13 with the links connected at 11 and 12 with bell crank levers, thelatter being pivoted on the car bodies at 9 and 10, and connected at 7and S with links which latter are connected at 5 and 6 with boxes 3 and1.

In Fig. 15 the construction is shown similar in all respects to Fig. 141except in the omission of levers 29.

Referring more particularly to Figs. 16, 17 and 18, it will be seen thatthe journal boxes for the car axles are mounted between pedestals, suchas b-b extending from the outer sills a of the car body. The bell leverssuch as 1 are pivoted to brackets such as h which depend from the innersills a of the car body. It will be seen moreover that the outer sills acarry brackets such as g from which the weight of the car body istransmitted to the springs c by means of links such as f, the links fbeing pivoted to the b 'ackets g at the points g and to the springs c atthe points 6. It will be seen more particularly in Fig. 17 that thejournals 3 do not occupy the entire longitudinal distance between thebrackets 6-?) although from the view shown in Fig. 16 this entire spaceis covered by a laterally projecting flange outstanding from the journalFrom the foregoing it will be apparent that I have provided aconstruction whereby the axles may have an axial movement relatively tothe car body. When the car strikes a curve the body of the car, owing toits inertia, is slower in accommodating itself to the constantlychanging direction of movement than the axles. lVIoreover, when thewheels first strike a curve, they are displaced axially with referenceto the car body, and both the relative movements just mentioned areutilized by means of the links such as 2 and 5 and the cranks such as 1and 7, and change into a radial shifting move ment so that the wheelsare accommodated to the curve, as illustrated more particularly in Fig.17. Particular attention is called to the position assumed by thesprings and links f in Figs. 17 and 18 as indicating the axial movementof the axle (Z with respect to the car body. Of course in practice thisaxle movement is slight and scarcely visible but it has been somewhatexaggerated in these views to show the matter clearly.

In view of the fact that the modified forms of the invention operate thesame as the preferred construction, the operation of which has beendescribed, it is believed that the operation of the modified forms willbe clear.

I claim.

1. In a railway vehicle, the combination with a car body, front and rearaxles, levers pivoted to the car body and connected with the axle andadapted to be shifted by endwise movement of the axles with respect tothe car body when entering a track curve, and link mechanism adapted foractuation by said levers for shifting the radially outermost end of theforemost axle forwardly and shifting the adially innermost end of theforemost axle rcarwardly, substantially as described.

2. In a railway vehicle, the combination with a car body, front and rearaxles therefor, front and rear levers pivoted to the front and rearaxles and the car body each lever being adapted to be shifted by endwisemovement of its respective axle upon entering a track curve, linkmechanism connected with the front lever for shifting the -adiallyoutermost front wheel forwardly and shifting the radially innermostwheel rearwardly, and link mechanism connected with the rear lever forshifting the radially outermost wheel rearwardly and the radiallyinnermost wheel forwardly, substantially as described.

8. In a railway vehicle, the combination with a car body, an axletherefor, means connected with and adapted for actuation by endwisemovement of the axle relative to the car body when rounding a curve, andmechanism operated by said means for shifting the radially outermost endof the axle forwardly while rounding a curve, substantially asdescribed.

1. In a railway vehicle, the combination with a car body, an axletherefor, means movably connected with the body and operativelyconnected with the axle for actuation by endwisc movement of the axlerelative to the car body when rounding a curve, and mechanism operatedby said means for shifting the radially outermost end of the axle:l'orwardly and the radially innermost end of the axle rearwardly,substantially as described.

In testimony whereof I aflix my signature in presence of two witnesses.

LUDVIK PINTNER.

\Vitncsses JAN Z. VoaAoizx, AN'roxIN Vzoxoom.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Eatenta,

Washington, D. G.

